Spring suspension for vehicles.



W. l. TWOMBLY. SPRING SUSPENSION F-oR VEHICLES.

APPLICATION FILED DIE()4 14.

Patented F6118, 1916.

II .MIIIIIIIIIIIIII/Qb WILLARD IRVING TWOIVIBLY, OF NEW`YOB'K, N. Y.

SPRING SUSPENSION FOR VEHICLES. j

Specification of Lettersl Patent. i,

Application led December 14, 1914. Serial No. 877,096.

To all who/m, t mag/concern:

Be it known that I, WiLLAnD InviNG TwoMBLY, a citizen of the United States, residing in the borough of Manhattan, in the city, county, and State of New York, have invented new and useful Improvements in Spring Suspensions for Vehicles, of which the following is a specification.

This invention relates to motor vehicles, and particularly to a spring suspension therefor. v y

It is the obj ect of the invention to provide an improved spring suspension to absorb` and reduce to a minimum the shocks or jars which are transmitted to the chassis frame and vehicle body from the wheels.

In carrying out theinvention I provide a pair of rear leaf springs at each side of the 4vehicle,the springs of each pair connected at one end and fulcrumed to the frame, the free end of the front spring of each pair being connected to the frame, and the free end of the rear spring of each pair connected to the axle, the springs of each pair are arranged to act in opposite directions whereby the rebound of one spring will counteract the shock or rebound of the other spring. A pair of front springs are connected with the front axle the forward ends of the spring have a pivotal connection with the frame and the rear ends having a link connection with the frame.

' In the drawing accompanying and forming a part of this specification, Figure 1 is v a perspective view of the chassis frame of a motor vehicle showingV an embodiment of my improved spring suspension applied thereto. Fig. E2 is a side elevation showing the spring suspension in normal position. Fig. Sis a view similar to Fig. 2 but showing the action of the spring suspension as the frame is subjected to ashock through the wheels and axles;` and Figs. 4, 5 and 6 Y are side elevationsI of the component springs of the suspension and showing the .manner of connecting them to the frame.

Similar characters of referencedesignate like parts throughout the different views of the drawing. l

In the drawing Ihave shown my improved vehicle suspensionY in connection with the chassisv frame of a motor vehicle by which thel vehicle body and the power plant are supported, said frame consisting of a pair of side members 7,

8 which con-4 tion of the verge inward adjacent the forward ends to permit of asho'rt turning radius of the vehicle. The front .and rear extremities of these members are curved orbent upwardly, as shown in the drawing. The side members are connected by cross bars 10 and supported or suspended from the wheel axles 11,12. v

To suspend the rear 0f the chassis frame from the rear axle, "I'provide two pairs of semi-elliptical or leaf springs, one pair at Patented. nei. s, ieic.v

each side of the frame, and the springs 14,

15 of each pair pivotally connected at one end byy links 13. The springs of eachV pair have a fulcruin connectionwith the chassis frame one fo-rward of the other, the forward spring'v being fulcrumed or pivotally sup-v ported on the projecting ends of a rod 16 extending transversely of and iixed inthe side members of the frame, as at17 with the forward ends of the spring connected to the projecting ends of a rod 18 extending transversely of and. fixed in the frame by means of links 19. rIhe fulcrum of the 'springs 14 is at a point substantially midends. The rear springs 15 fulcrumed, as at 20, on the way between its of each pair` are projecting ends of a rod. 21 extending trans' versely of and xed in the side-members ofl Y the frame, the fulcrum of these spring being to the rear of a point midway between their ends, with the free ends ofthe spring pivotally connected by links 22 to theV rear axle. These springs 14, 15 are-arranged to act in opposite directions, as shown in the drawing so that the'reb'ound of one spring will counteract the rebound of the other 1s piing for a purpose tobe hereinafter speci- The forwardV end of the frame is suspended from the forward wheel axle' by*v a VIV pair of springs 23 fixed upon said axle fori ward of a point midway between the ends of the springs so that the extent of the springs forward of the axle will be of less length than lthe rear portion. The forward ends of said springs vare pivotally connected to theA projecting ends of a rod 24 extending transverselyy of and fixed in the endsy of the side members, of the frame, as clearly shown in Fig.' 1. The rear ends 4of the springsl are connected to studs 25 fixedin' thel frame by links 26. y

`In Fig. 2 I have shown the normal posiframe relative to the springs,

frame will Vbe cushioned and in Fig. 8 in a diagrammatic manner the iexure of the frame with relation to the iexure of the springs when the frame is subjected to a shock or jar through the wheels and wheel axles. As the vehicle wheels ride over an obstruction and a consequentv shock or jar is transmitted to the frame through the rear portion of the springs 15, said springs will be slightly rocked on their fulcrum 20. Simultaneously with such rocking of the springs 15 they are put under tension. rllhe rocking and tensioning of the springs 15 through their link connection 13 with the springs 14 slightly rock said latter springs on their fulcrum and also put said springs under tension, causing them to straighten out or elongate which is permissible in view of their link connections at the ends with the rear springs 15 and the frame. It will thus be obvious that while the shock from the axle is transmitted to the spring suspension through the rear portions of the springs 15, the shock or jar is transmitted to the vehicle frame and body through the forward ends of the springs 15 and the springs 14, the greater portion of the shock being absorbed or cushioned by the springs 14.

The fulcruming of the springs 15 to the frame is preferably rearward of a point midway between the ends of said springs, thus shortening the length of such springs at the rear of their connection to the axle, and elongating the ends of the springs forward of their fulcrum. By so connecting the springs 15 to the frame as a vehicle wheel rides over an obstruction there will be a consequent short movement of the rear portions of said springs which would result in quick sudden shocks or jars to the vehicle frame. However, as the forward ends of the springs are of greater length not only is the leverage or movement of said forward ends of the springs greatly increased but also the resiliency and flexibility thereof. As the springs 15 are rocked and put under tension they will tend to straighten out and elongate and simultaneously therewith slightly rock the forward springs 14 on their fulcrum and tension or flex said springs, the flexure of the forward springs and the forward ends of the rear springs 15 being greater than the iiexure of the rear portions of the springs 15 greatly increasing the resiliency and flexibility of said springs 14 and the forward ends of the springs 15, with the result that while the frame is slightly iiexed or has `a very short movement imparted thereto the springs 14 and the forward ends of the springs 15 will have a much greater movement (as shown in dotted lines in Fig. 3) andthe shocks or jars to the and absorbed in the springs 14 and forward ends of the springs 15.

As shown the springs 14, 15 are semielliptical leaf springs and the springs are so arranged that they will act in opposite directions, that is, the action of the springs 15 will be opposite to the action of the springs 14 so that when the springs 15 are tensioned as the vehicle rides over an obstruction the rebound of such springs will be counteracted by the springs 14 and the rebound of the latter springs will be counteracted by the springs 15 with the result that the shock is absorbed in the springs making an easy and soft riding vehicle.

By connecting the springs 23 to the front axle so that the portion of the springs forward of their connection to the axle is of less length thanthe portion of the springs at the rear of their connection to the axle, as a front wheel rides over an obstruction and a shock or jar is transmitted through the axle to the frame and body, the movement of the forward end of the springs will be much less than the movement of the end portion of the springs at the rear of their connection to theY axle, the increased length of such rear end of the springs increasing the resiliency and'fiexibility thereof and the link connection of the rear ends of the springs to the frame in the manner shown, results in the absorbing or cushioning of the shocks by such rear portions of the springs.

Having thus described my invention, I claim:

1. In a vehicle the combination with the frame and the wheel axles, .ofa pair of springs having a link connection at one end and a fulcrum connection with the frame, and the free ends of the springs pivotally connected, one to the frame and the other to an axle.

2. In a vehicle the combination with the frame and the wheel axles, of two pairs of springs, the springs of each pair having a link connection at one end and both springs of each pair fulcrumed to the frame, the free end of one spring of each pair having a link connection with the frame and the free ends of the other springs having a link connection with the axle.

3. In a vehicle the combination with the frame and the wheel axles, of two pairs of springs, the springs of each pair having a link connection at one end and both fulcrumed to the frame, the fulcrum of the rear spring of each pair point midway the ends of the said spring, and the fulcrum of the other spring being substantially midway between its ends; and the free ends of one spring of each pair pivotally connected to the frame and the free end of the other springs pivotally connected to an axle.

4. In a vehicle the combination with the frame and the wheel axles, of two pairs of springs one pair at each side of the frame, the

being to the rear of a springs of each pair having a link connection at one end and fuicrumed to the frame,

the fulcrum of the rear springs of each pair being in the rear of a point midway bef tween the ends of said spring, and the free end of one spring of each pair pivotally connected to the frame and the free end of W. IRVING TWOMBLY.

Witnesses;

JOHN Q. SEWERT, LAURA E. SMITH.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents.

Washington,D. C. 

